JP7000617B1 - Asphalt finisher speed control system and asphalt finisher speed control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To supply an asphalt mixture to an asphalt finisher without interruption, calculate an optimum speed at which the asphalt finisher can be constructed without stopping, and continuously pave the asphalt finisher. Provide an automatic speed control device.
SOLUTION: The server 1 includes a server 1 for calculating the speed at which the asphalt finisher AF spreads the asphalt mixture, and an information terminal 2 for displaying the speed of the asphalt finisher AF calculated by the server 1. The speed of the asphalt finisher AF is calculated based on the time when the transport vehicle that transports the asphalt mixture at the construction site unloads the asphalt mixture to the asphalt finisher AF, and the minimum value is the optimum speed from the calculated multiple speeds. Select as.
[Selection diagram] FIG. 8

Description

Embodiments of the present invention relate to a speed management system for an asphalt finisher and an automatic speed control device for an asphalt finisher.

Examples of the pavement material used for road construction include a heated asphalt mixture (hereinafter, simply referred to as “asphalt mixture”). The asphalt mixture is transported from the manufacturing plant to the construction site by a transport vehicle such as a dump truck. When the asphalt mixture is transported, the operation of the transport vehicle is controlled. This is because we want to lay using an asphalt mixture that maintains a predetermined temperature.

This is because the temperature of the asphalt mixture gradually decreases from the time it is manufactured in the manufacturing plant until it is actually spread on the road, for example, during transportation or after it arrives at the construction site. Because it does. If the temperature of the asphalt mixture drops too much during construction, insufficient compaction and poor finished surface will occur, leading to deterioration of construction quality. Therefore, the operation control of the transport vehicle such as the temperature control of the asphalt mixture at the time of transport and the time control of the transport vehicle as shown in the patent documents shown below is performed.

Japanese Unexamined Patent Publication No. 2020-071535

Here, it is the asphalt finisher that actually spreads the asphalt mixture at the construction site. The asphalt finisher receives the asphalt mixture introduced from the transport vehicle to the front hopper, transports it to the rear screw spreader by the bar feeder at the bottom of the hopper, and the screw spreader transports the asphalt mixture on the road surface (for example, the surface of the base layer). It is spread on the ground and spread with a screw.

When the asphalt finisher spreads the asphalt mixture, it is desirable to use the asphalt mixture in a state where the temperature is maintained as high as possible in order to ensure the construction quality, and the asphalt mixture remains in such a state. I want to complete the leveling.

In addition, the asphalt finisher performs the asphalt mixture leveling based on the operation management of the transport vehicle. For example, if the asphalt finisher leveling speed is increased, the asphalt mixture received by the hopper is used up. It is possible that the asphalt mixture will be spread until the next asphalt mixture arrives. In this way, once the laying is completed and there is free time before the start of laying the next asphalt mixture, it becomes impossible to lay flat, such as a step on the surface to be constructed.

The present invention is an asphalt finisher speed control system and an asphalt finisher capable of continuously supplying an asphalt mixture to an asphalt finisher without interruption, calculating the optimum speed at which the asphalt finisher can be constructed without stopping, and continuously paving. It is an object of the present invention to provide an automatic speed control device.

The speed management system of the asphalt finisher according to the embodiment of the present invention includes a server that calculates the speed at which the asphalt finisher spreads the asphalt mixture, and an information terminal that displays the speed of the asphalt finisher calculated by the server. , The server calculates the speed of the asphalt finisher for each transport vehicle following the transport vehicle based on the time when the transport vehicle that transports the asphalt mixture at the construction site unloads the asphalt mixture to the asphalt finisher, and the subsequent transport It is characterized in that the minimum value is selected as the optimum speed from a plurality of speeds calculated for each vehicle .

In addition, the server uses the acquisition of the unloading time of the transport vehicle as an opportunity to calculate the arrival time to the construction site for the subsequent transport vehicle and the asphalt mixture laying possible distance at the construction site, and also lay out the arrival time. The minimum value is calculated by comparing the calculation unit that calculates the speed of the asphalt finisher when laying out using the asphalt mixture received from the following transport vehicle by dividing by the possible distance, and the multiple speeds calculated by the calculation unit. It is characterized by having a comparative selection section which is selected as the optimum speed and which is the speed at which the asphalt finisher spreads the asphalt mixture.

The automatic speed control device for the asphalt finisher according to the embodiment of the present invention is based on the time when the transport vehicle unloads the asphalt mixture to the asphalt finisher at the construction site, which is transmitted from the server that calculates the speed of the asphalt finisher. The speed of the asphalt finisher for each transport vehicle following the transport vehicle is calculated, and the asphalt finisher is determined based on the information on the optimum speed, which is the minimum value selected from the plurality of speeds calculated for each subsequent transport vehicle. It is characterized by having a drive control unit that adjusts the speed of the asphalt finisher for movement, and a drive unit that rotates the speed adjustment knob in contact with the speed adjustment knob that is the speed adjustment unit that adjusts the speed of the asphalt finisher. And.

Further, the drive control unit gives a drive instruction to the speed adjustment unit to the drive unit based on the degree of change of the speed adjustment unit calculated based on the optimum speed in the information terminal mounted on the asphalt finisher and displaying the optimum speed. It is characterized by issuing.

Further, the information terminal is characterized in that the optimum speed displayed is synchronized with the speed of the asphalt finisher when a new construction is started after the previous construction is completed.

The information terminal is also characterized in that it synchronizes with the optimum speed and the speed of the asphalt finisher by resetting the displayed optimum speed and the speed of the asphalt finisher.

In such a speed control system of the asphalt finisher according to the embodiment of the present invention, the asphalt mixture is supplied to the asphalt finisher without interruption, and the optimum speed at which the asphalt finisher can be constructed without stopping is calculated continuously. It will be possible to pave.

Further, in the asphalt finisher speed automatic control device according to the embodiment of the present invention, the asphalt mixture is supplied to the asphalt finisher without interruption, and the optimum speed at which the asphalt finisher can be constructed without stopping is calculated continuously. Since it is possible to pave the asphalt and the speed of the asphalt finisher can be automatically controlled, more uniform construction can be carried out.

It is a block diagram which shows the whole structure of the speed management system of the asphalt finisher which concerns on embodiment of this invention. It is a block diagram which shows the internal structure of the server which concerns on embodiment of this invention. It is a block diagram which shows the internal structure of the mounting information terminal which concerns on embodiment of this invention. It is explanatory drawing which shows an example of the display screen of the mounting information terminal which concerns on embodiment of this invention. It is explanatory drawing which shows the asphalt finisher which concerns on embodiment of this invention. It is a block diagram which shows the internal structure of the speed automatic control device of the asphalt finisher which concerns on embodiment of this invention. It is a block diagram which shows the appearance of the speed automatic control device of the asphalt finisher which concerns on embodiment of this invention. It is a figure which shows an example of various information at the time of performing speed management of the asphalt finisher stored in the storage part of the server which concerns on embodiment of this invention. It is a flowchart which shows the flow of calculating the optimum speed of the asphalt finisher which concerns on embodiment of this invention. It is a figure which shows the modification of the various information at the time of speed management of the asphalt finisher stored in the storage part of the server which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The embodiments described below show an example of the present invention. In addition, various changes or improvements can be added to the present embodiment, and the embodiment to which such changes or improvements are added can also be included in the present invention. This embodiment and its modifications are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

[Speed management system configuration]
FIG. 1 is a configuration diagram showing an overall configuration of a speed management system S for an asphalt finisher AF according to an embodiment of the present invention. The speed management system S is configured by, for example, connecting each device constituting the speed management system S to an information communication network N such as the Internet. In the speed management system S shown in FIG. 1, the server 1, the on-board information terminal 2, the portable information terminal 3, the plant 4, and the field office 5 are connected to the information communication network N.

The speed management system S connected to the information communication network N in FIG. 1 describes only the device related to the speed of the asphalt finisher AF to be managed. When performing road construction, for example, operation management of a transport vehicle that transports an asphalt mixture such as a dump is also performed, and an information terminal is mounted on each transport vehicle that transports the asphalt mixture from the plant 4 to the construction site. .. However, in FIG. 1, drawing is omitted for the information terminal mounted on such a transport vehicle.

When the server 1 manages the speed of the asphalt finisher AF, the asphalt finisher AF should be moved at what speed at the construction site based on various information acquired as described later to spread the asphalt mixture without running out. It calculates the optimum speed indicating whether it can be done and notifies the asphalt finisher AF.

Further, various information such as various conditions for spreading the asphalt mixture and information on the transport vehicle for transporting the asphalt mixture may be stored, and various management such as operation management of the transport vehicle may be performed. The server 1 may be a server device as a physical device, or may be a cloud server placed on the information communication network N.

Here, the "optimal speed" is the speed of the asphalt finisher AF, and it is possible to spread the asphalt mixture continuously without interruption, regardless of the operating conditions of multiple transport vehicles that carry the asphalt mixture. The optimum speed is shown. The optimum speed will be calculated on the server 1, and the flow of this calculation will be described later.

The on-board information terminal 2 is an information terminal mounted on the asphalt finisher AF, and is used to manage the speed of the asphalt finisher AF. Further, the on-board information terminal 2 can be connected to the information communication network N. In the speed management system S of the asphalt finisher AF shown in FIG. 1, a state in which two mounting information terminals 2 are mounted on one asphalt finisher AF is shown.

This is because one asphalt finisher AF is used for the driver and one for the other operator. In the following, the on-board information terminal 2 for the driver will be referred to as the first on-board information terminal 2A, and the on-board information terminal 2 for the operator will be referred to as the second on-board information terminal 2B. On the other hand, when the first mounting information terminal 2A and the second mounting information terminal 2B are collectively represented, they are appropriately referred to as "mounting information terminal 2".

Here, examples of the operator using the second on-board information terminal 2B include a worker called an adjuster man who manages the thickness of the asphalt mixture spread in the vicinity of the screed of the asphalt finisher AF described later.

Therefore, as shown in FIG. 1, since the first mounting information terminal 2A is for the driver of the asphalt finisher AF, it is arranged in the driver's cab. On the other hand, since the second mounting information terminal 2B is used by the adjuster man, it is arranged in the vicinity of the screed.

Further, in the overall view of the speed management system S of the asphalt finisher shown in FIG. 1, two asphalt finisher AFs are shown, and the first mounting information terminal 2A and the second mounting information terminal 2B are mounted, respectively. Has been done. Although two asphalt finisher AFs are shown in this way, the number of asphalt finisher AFs is not particularly limited, and the number of asphalt finisher AFs is appropriately determined at the construction site. Further, here, the first mounting information terminal 2A and the second mounting information terminal 2B are mounted on any of the asphalt finisher AFs.

The portable information terminal 3 is an information terminal carried by a worker other than the worker who gets into the asphalt finisher AF, such as a work supervisor, at a construction site. The portable information terminal 3 can acquire and display the same information as the on-board information terminal 2. Further, although only one portable information terminal 3 is drawn in FIG. 1, a plurality of portable information terminals 3 may be used depending on the situation at the construction site.

The plant 4 is a place where the asphalt mixture is produced, and devices such as a personal computer provided in the plant 4 are connected to the information communication network N. In the plant 4, an asphalt mixture is produced by kneading asphalt or the like. The finished asphalt mixture is then transported to the construction site by a transport vehicle.

In this way, the personal computer or the like installed in the plant 4 is also connected to the information communication network N. This is so that the speed of the asphalt finisher AF can be confirmed even in the plant 4. By confirming the speed of the asphalt finisher AF in the plant 4, it is possible to study the transportation interval of the asphalt mixture by the transportation vehicle while grasping the situation at the construction site, and by extension, the asphalt mixture. This is because it can be used as one of the information when determining the manufacturing speed and the like.

The transport vehicle that has transported the asphalt mixture from the plant 4 to the construction site will unload the asphalt mixture to the asphalt finisher AF, return to the plant 4 as appropriate, and depart for the construction site again. That is, the transport vehicle reciprocates between the plant 4 and the construction site as appropriate. Although not particularly described below, as described above, the operation of all vehicles for transporting the asphalt mixture is controlled.

The site office 5 is an office provided at the construction site, and devices such as a personal computer provided at the site office 5 are connected to the information communication network N. This site office 5 manages the entire construction site. Therefore, it is possible to grasp the speed control information of the asphalt finisher AF used at the construction site.

In the speed management system S of the asphalt finisher AF in FIG. 1, only one plant 4 and one field office 5 are drawn. However, if the asphalt mixture is procured from a plurality of plants 4 or if a plurality of field offices 5 are set up due to large-scale construction, access the server 1 at each base. It may be possible to grasp the speed of the asphalt finisher AF.

The information communication network N connects the server 1, the on-board information terminal 2, the portable information terminal 3, the plant 4, and the field office 5, respectively. By being connected to the information communication network N, each of these devices is capable of exchanging information regarding, for example, the speed of the asphalt finisher AF and the operation management of the transport vehicle. Examples of the information communication network N include a network such as the Internet and a LAN (Local Area Network).

Note that FIG. 1 shows a state in which the server 1, the on-board information terminal 2, the portable information terminal 3, the plant 4, and the field office 5 are connected to the information communication network N. Devices other than each device may be connected.

Further, in the speed management system S of the asphalt finisher AF shown in FIG. 1, the server 1, the plant 4, and the field office 5 are shown by being connected to the information and communication network N by a solid line, respectively. This indicates that these devices and locations are each connected to the information communication network N by wire.

However, each of these parts may be wirelessly connected to the information communication network N. On the other hand, both the on-board information terminal 2 and the portable information terminal 3 are shown to be wirelessly connected to the information communication network N.

[Internal configuration of server and on-board information terminal]
Next, the server 1 and the on-board information terminal 2 will be described in more detail below.

FIG. 2 is a block diagram showing an internal configuration of the server 1 according to the embodiment of the present invention. The server 1 includes a communication control unit 11, an asphalt finisher speed calculation unit 12, a transport vehicle operation management unit 13, and a storage unit 14.

The communication control unit 11 controls the exchange of information with each unit constituting the speed management system S of the asphalt finisher AF via the information communication network N. The asphalt finisher speed calculation unit 12 calculates the optimum speed that enables the asphalt finisher AF to continuously pave without stopping at the construction site.

The asphalt finisher speed calculation unit 12 includes a calculation unit 121 and a comparison selection unit 122. The calculation unit 121 calculates the speed at which the asphalt finisher AF spreads the asphalt mixture based on various information described later. The comparison selection unit 122 compares a plurality of speeds calculated by the calculation unit 121, and selects a speed at which the asphalt finisher AF can be continuously paved without stopping at the construction site.

The transport vehicle operation management unit 13 manages the operation of the transport vehicle that reciprocates between the plant 4 and the construction site to transport the asphalt mixture to the construction site. The storage unit 14 stores various information for performing operation management of the speed calculated as the optimum speed of the asphalt finisher AF and the operation of the transport vehicle.

Next, the mounting information terminal 2 mounted on the asphalt finisher AF will be described with reference to FIG. FIG. 3 is a block diagram showing an internal configuration of the on-board information terminal 2 according to the embodiment of the present invention.

The on-board information terminal 2 corresponds to, for example, various devices included in smartphones, tablets and PDAs (Personal Digital Assistants). In the embodiment of the present invention, the on-board information terminal 2 has at least a function of receiving information on the optimum speed of the asphalt finisher AF calculated by the server 1 and displaying it on a display unit described later. There is.

Further, as will be described later, since the speed of the asphalt finisher AF is controlled by using the on-board information terminal 2, the on-board information terminal 2 stores a control unit and an application for controlling the asphalt finisher AF. It has a storage unit.

The on-board information terminal 2 has a configuration in which a CPU (Central Processing Unit) 21, a ROM (Read Only Memory) 22, a RAM (Random Access Memory) 23, and an input / output interface 24 are connected via a bus B. There is. Further, the input / output interface 24 is connected to an input unit 25, a display unit 26, a communication control unit 27, a storage unit 28, and a speed control unit 29 used by a person who operates the on-board information terminal 2. To.

The CPU 21 reads and executes a boot program for activating the on-board information terminal 2 from the ROM 22 based on an input signal from the input unit 25, and reads out various operating systems stored in the storage unit 28. Further, the CPU 21 may control the asphalt finisher AF or the like based on an input signal from another external device (not shown in FIG. 2) via the input unit 25 or the input / output interface 24.

Further, the CPU 21 reads the programs and data stored in the RAM 23, the storage unit 28, and the like and loads them into the RAM 23, and also manages the on-board information terminal 2 and manages the asphalt finisher AF based on the command of the program read from the RAM 23. It is a processing device that realizes a series of processing such as calculation and processing of data required to automatically control the speed of.

The input unit 25 is composed of an input device such as a touch panel on which the driver of the asphalt finisher AF or the like inputs various operations. An input signal is created based on the operation of the driver or the like via the input unit 25 and transmitted to the CPU 21 via the bus B. In addition, devices such as microphones and cameras provided in the on-board information terminal 2 or various devices that can be connected to the on-board information terminal 2 can also be mentioned as one type of the input unit 25.

The display unit 26 is, for example, a monitor. This display unit receives an output signal from the CPU 21 via the bus B, and for example, the operation speed of the asphalt finisher AF, the maximum value or the minimum value of the operation speed, or the arrival time of the transportation vehicle based on the operation management of the transportation vehicle. Etc. are displayed, or the processing result of the CPU is displayed. The display unit 26 also includes a liquid crystal display, an organic EL display, or a device that notifies the operator by voice.

The communication control unit 27 is a means such as a LAN card or a modem, and is a means that enables the on-board information terminal 2 to be connected to an information communication network N such as the Internet or a LAN. The data transmitted / received to / from the information / communication network N via the communication control unit 27 is transmitted / received to / from the CPU 21 via the input / output interface 24 and the bus B as an input signal or an output signal.

Further, when controlling the speed of the asphalt finisher AF, the on-board information terminal 2 and the asphalt finisher AF transmit information on the speed via the communication control unit 27, for example, using Bluetooth (registered trademark). ..

The storage unit 28 is composed of a semiconductor or a magnetic disk, and stores programs and data executed by the CPU 21 for controlling the speed of, for example, the asphalt finisher AF. In addition, various information such as the speed at which the asphalt mixture is spread and leveled may be stored as appropriate.

For example, when the set speed at which the asphalt finisher AF spreads the asphalt mixture is updated to the updated new optimum speed, the speed control unit 29 adjusts the speed of the asphalt finisher AF, which will be described later, in accordance with the update. The part is changed and the optimum speed is automatically set. In addition, the speed is set manually without using the optimum speed, and control is also performed when moving the asphalt finisher AF at the set speed.

FIG. 4 is an explanatory diagram showing an example of the display unit 26 of the on-board information terminal 2 according to the embodiment of the present invention. Here, a case where the on-board information terminal 2 is a smartphone or a tablet will be described as an example.

In the on-board information terminal 2 shown in FIG. 4, a first display unit 261 for displaying items such as "calculation speed" is arranged in the upper stage thereof, and an input unit 25 is provided in the lower stage and an input unit is provided. A second display unit 262 surrounded by 25 is arranged.

In the first display unit 261, various information is displayed in three stages from the top. The information displayed on the display unit 26 including the first display unit 261 and the layout of the display unit 26 can be freely set, and the display unit 26 of the on-board information terminal 2 shown in FIG. 4 can be freely set. , Is just an example.

First, in the first stage, the moving speed of the asphalt finisher AF, that is, the speed at which the asphalt mixture is spread on the construction surface is displayed. The items "minimum" and "maximum" are displayed on the left side of the first row, and are displayed as "1.0" and "3.0", respectively. This shows the minimum and maximum values of the moving speed of the asphalt finisher AF. The unit of speed of the asphalt finisher AF shown here is "m / min".

The "calculated speed" shown on the right side indicates the speed at which the asphalt finisher AF can continuously spread the asphalt mixture without running out, which is the optimum speed described above. This calculated speed is a value calculated on the server 1 based on various conditions described later, and is transmitted to and displayed on the on-board information terminal 2 via the information communication network N.

In the on-board information terminal 2 shown in FIG. 4, the "calculation speed (optimum speed)" is "1.5 m / min". The asphalt finisher AF is automatically controlled to reach this speed via the first on-board information terminal 2A. Alternatively, the driver of the asphalt finisher AF controls the speed of the asphalt finisher AF so that the speed of the asphalt finisher AF becomes this value.

In this way, the optimum speed is calculated in the server 1, and the asphalt finisher AF is spread according to this speed, but the speed of the asphalt finisher AF is within the range of the above-mentioned "minimum value" and "maximum value". Set in.

That is, as will be described later, the optimum speed (calculated speed) of the asphalt finisher AF is that the driver of the transport vehicle presses the "unload button" when unloading the asphalt mixture carried to the asphalt finisher AF. It is calculated as a trigger. Therefore, depending on the distance from the plant 4 to the construction site, the number of vehicles staying at the construction site, and the like, it is conceivable that an extreme value will be calculated as the optimum speed from the viewpoint of the workers at the site.

When such an extreme value is calculated, if the spread leveling is performed with this value as the optimum speed, there will be adverse effects such as the spread leveling being completed before the next asphalt mixture arrives. It leads to deterioration of quality.

Therefore, "minimum value" and "maximum value" are set in advance as the speed of the asphalt finisher AF, and when the optimum speed calculated by the server 1 is within the range of these numerical values, the asphalt finisher AF is set to the optimum speed. Move with.

If the calculated optimum speed value exceeds the range of "minimum value" and "maximum value", the asphalt finisher AF is moved at the speed set as "minimum value" or "maximum value". Let me.

The "minimum value" and "maximum value" can be set arbitrarily. Further, when the value of the optimum speed exceeds the range of the "minimum value" and the "maximum value", the speed at which the asphalt finisher AF is moved can be arbitrarily set.

Further, when the value of the optimum speed exceeds the range of the "minimum value" and the "maximum value", the value of the optimum speed can be displayed in the "calculation speed" column. The "calculation speed" in this case is only a reference value, and the actual speed of the asphalt finisher AF is displayed in the "control speed" column of the second display unit 262 of the on-board information terminal 2.

The second stage of the display unit 261 shows the construction schedule. That is, here, the number of transport vehicles carrying the asphalt mixture is shown here, which is scheduled to be constructed today or within the divided time. The "Progress" column shows the completed state in which the asphalt mixture has been spread so far. On the other hand, the "planned" column shows the total number of planned and required transport vehicles.

In the on-board information terminal 2 shown in FIG. 4, the number of "progress" is displayed as "4" and the "planned" is displayed as "43". That is, it indicates that "4 units" of the planned laying process has been completed.

Here, both the "progress" and "planned" columns are shown by the number of transport vehicles that carry the asphalt mixture. However, instead of such a display method, the distance may be displayed, for example, the spread distance (progress) or the distance that needs to be spread in the future (planned).

The "setting screen" is displayed on the right side of the second row. This can be selected by tapping the display on the "setting screen" to move to the screen for setting various conditions such as the width required for spreading at the construction site and the thickness when spreading the asphalt mixture. Can be done. It is used when setting and changing various conditions.

The state of the asphalt mixture transport vehicle and the like are displayed in a table format on the third stage of the first display unit 261. Here, in addition to "No", four items of "vehicle No.", "arrival prediction", "end prediction", and "scheduled time" are shown. "Vehicle No." indicates the number of the information terminal mounted on the transport vehicle, and indicates the number of the transport vehicle. Here, nine units are displayed from "1001" to "1009" in order. The display in this item may be, for example, the license plate number of each transport vehicle.

"Arrival prediction" indicates a prediction of the time it takes for the transport vehicle to reach the construction site. Here, the four "arrival predictions" of the vehicles No. "1001" to "1004" are not displayed. Further, "0:00" is displayed in the "arrival prediction" of the vehicle No. "1005".

That is, among the vehicle numbers not displayed in the "arrival prediction" column, the "end prediction" described below is not displayed for the three vehicle numbers "1001" to "1003". Therefore, it can be read that the leveling using the asphalt mixture carried by these transport vehicles has already been completed.

On the other hand, the asphalt finisher AF on which the mounting information terminal 2 is currently mounted indicates that the asphalt mixture carried by the carrier vehicle of vehicle No. "1004" is used for leveling. Then, based on this vehicle No. "1004", the arrival prediction of each transport vehicle after this transport vehicle is shown.

For example, it is predicted that the transport vehicle of vehicle No. "1006" will arrive at the construction site in 10 minutes, and the transport vehicle of vehicle No. "1008" will arrive at the construction site in 46 minutes. On the other hand, the "arrival prediction" of the vehicle No. "1005" is displayed as "0:00", which indicates that the transport vehicle has already arrived at the construction site.

The arrival prediction of each transport vehicle is calculated on the server 1 based on the operation management information of the transport vehicle executed on the server 1. This calculated arrival prediction is transmitted to the on-board information terminal 2 and displayed. Further, the value of this "arrival prediction" may be appropriately changed depending on each situation such as a delay in the departure time of the plant 4 or a traffic jam generated on the route from the plant 4 to the construction site.

"End prediction" indicates the time when the asphalt mixture currently mounted on the asphalt finisher AF is spread under the set conditions and the asphalt mixture disappears, that is, the time when the asphalt mixing is completed. .. Here, it is shown that the laying is scheduled to be completed at "17:08".

However, as described above, since the transport vehicle of vehicle No. "1005" has already arrived at the construction site, the asphalt finisher AF continuously receives the asphalt mixture from the transport vehicle of vehicle No. "1005". It can be leveled.

The "scheduled time" indicates the time when all the processes scheduled to be carried out today or within the divided time are completed. Here, it is shown that all the steps are scheduled to be completed at "18:00" if the calculation speed is spread according to the currently displayed calculation speed.

A second display unit 262 is shown in the lower part of the mounting information terminal 2 shown in FIG. The speed displayed on the large display unit 262 is the "control speed" of the asphalt finisher AF. That is, the speed at which the asphalt finisher AF is actually moved is shown.

Specifically, the speed of the asphalt finisher AF displayed on the second display unit 262 is the "calculation speed" displayed on the first display unit 261. That is, as described above, the "optimal speed" calculated by the server 1 is displayed in the "calculation speed".

Therefore, as the driver of the asphalt finisher AF, by controlling the speed of the asphalt finisher AF according to the optimum speed, the asphalt mixture can be continuously spread without running out. Therefore, the speeds of the asphalt finisher AF usually shown in the "calculation speed" and the "control speed" are the same. Then, an instruction is issued to the asphalt finisher AF from the first on-board information terminal 2A so as to proceed at this speed.

On the other hand, there may be cases where the driver wants to manually control the speed of the asphalt finisher AF instead of the speed of the asphalt finisher AF displayed in the "calculated speed". For example, in a situation where the asphalt mixture is spread using the asphalt finisher AF for the first time on that day, it may be desired to start the spreading at a slower speed than the "calculated speed" calculated by the server 1.

In addition, even when the conditions for laying down change, such as when the width changes during laying down, there may be cases where it is desired to perform laying down at a slower speed than the "calculation speed". Therefore, in such a case, manual control at a speed different from the calculated speed is possible so that the speed can be set based on the driver's experience.

The control related to this manual control and the like and the functions of each input unit 25 shown in the lower part of the on-board information terminal 2 shown in FIG. 4 will be described separately later.

[Structure of asphalt finisher]
Next, the asphalt finisher AF on which the mounting information terminal 2 shown in FIG. 1 and the like is mounted will be described with reference to FIG. FIG. 5 is an explanatory diagram showing an asphalt finisher AF according to an embodiment of the present invention.

As shown in FIG. 5, the asphalt finisher AF according to the embodiment of the present invention includes a vehicle body 10, a hopper 20, a conveyor 30, a spreader 40, a screed (leveling machine) 50, and a screed elevating part 60. The control unit 70, the speed automatic control device 80, and the speed adjustment knob 90 are provided.

The vehicle body 10 has two pairs of front wheels 101 and a pair of rear wheels 102, and is formed so as to be able to move forward and backward (move forward and backward). The two pairs of front wheels 101 are steering wheels, which are provided at the lower part on the front side of the vehicle body 10. Further, the pair of rear wheels 102 are driving wheels, and are provided in the lower portion on the rear side of the vehicle body 10.

The traveling direction of the asphalt finisher AF is the direction of the arrow A1 in FIG. Further, the front, rear, left and right of the vehicle body 10 are defined based on the direction indicated by the arrow A1 of the vehicle body 10 (in a state of facing the traveling direction A1).

The hopper 20 is provided on the front side of the vehicle body 10 and receives an asphalt mixture introduced from a transport vehicle (not shown in FIG. 5) such as a dump truck. The hopper 20 is arranged so that a pair of substantially L-shaped receiving plates 201 face each other so as to sandwich the conveyor 30 from the left and right, and can be opened and closed in the width direction of the vehicle body 10 (the direction horizontally orthogonal to the traveling direction A1 of the vehicle body 10). It is configured in. The hopper 20 is electrically connected to the control unit 70, and its drive is controlled by the control unit 70.

Such a hopper 20 receives and stores the asphalt mixture charged from the transport vehicle in a fully open state (state shown in FIG. 5) in which the bottom surface of each receiving plate 201 is substantially horizontal. After that, the hopper 20 closes when the charged asphalt mixture is conveyed by the conveyor 30 and decreases, and the asphalt mixture existing on the inner surface of the pair of receiving plates 201 is collected in the center of the hopper 20, that is, on the conveyor 30.

The conveyor 30 is, for example, a two-row bar feeder type conveyor having two transport rows. The conveyor 30 conveys the asphalt mixture charged in the hopper 20 and supplies it to the spreader 40.

As the conveyor 30, in addition to the two-row type bar feeder type conveyor, a one-row type bar feeder type conveyor having a single line of transport, or a conveyor having another configuration such as a screw type can be used. .. The conveyor 30 is electrically connected to the control unit 70, and its drive is controlled by the control unit 70.

The spreader 40 is provided at the rear end of the vehicle body 10 so that its stretching direction is parallel to the width direction of the vehicle body 10. The spreader 40 has a length substantially the same as the length in the width direction of the vehicle body 10, and spreads the asphalt mixture supplied by the conveyor 30 on the surface to be constructed. As the spreader 40, for example, a screw spreader or a spreader other than the screw spreader can be used. The spreader 40 is electrically connected to the control unit 70, and its drive is controlled by the control unit 70.

The screed 50 is positioned behind the spreader 40 and is supported by the screed elevating portion 60 so that the extending direction thereof is parallel to the width direction of the vehicle body 10. The screed 50 has a length substantially the same as the length in the width direction of the vehicle body 10, and the asphalt mixture spread by the spreader 40 is spread and leveled. The screed 50 is electrically connected to the control unit 70, and its drive is controlled by the control unit 70.

The screed elevating unit 60 includes a pair of leveling arms 601, a pair of leveling cylinders 602, and a pair of scree drift cylinders 603. The screed elevating unit 60 uses a pair of leveling cylinders 602 and a pair of scree drift cylinders 603 to elevate and elevate a pair of leveling arms 601 that support the screed 50. The screed elevating unit 60 is electrically connected to the control unit 70, and its drive is controlled by the control unit 70.

The leveling arm 601 and the leveling cylinder 602 and the screen drift cylinder 603 are provided on the left and right sides of the vehicle body 10, respectively. The front ends of the pair of leveling arms 601 are attached to the vehicle body 10 via the leveling cylinders 602, respectively. Further, the rear end portions of the pair of leveling arms 601 are attached to the vehicle body 10 via the screen drift cylinder 603, respectively. A screed 50 is connected to the rear end of such a pair of leveling arms 601.

The control unit 70 includes a microcomputer that centrally controls each unit and a storage unit (none of which is shown) that stores processing information, various programs, and the like. The control unit 70 controls the hopper 20, the conveyor 30, the spreader 40, the screed 50, the screed elevating unit 60, and the like based on various information and various programs.

Although not shown in FIG. 5, for example, a device for heating the asphalt mixture mounted on the hopper 20 of the asphalt finisher AF, a sensor for measuring the temperature of the asphalt mixture, and the like are provided, and these are controlled by the control unit 70. It may be done. In this case, the temperature information transmitted from the sensor is stored in the storage unit.

The automatic speed control device 80 is a device that automatically controls the speed so that the asphalt finisher AF is driven at the optimum speed calculated by the server 1. Further, the speed adjustment knob 90 is a knob for adjusting the speed of the asphalt finisher AF. That is, the speed of the asphalt finisher AF can be changed by rotating the speed adjustment knob 90.

As described above, the asphalt finisher AF according to the embodiment of the present invention has a first mounting information terminal 2A in the driver's seat and a second mounting information terminal 2B in the vicinity of the screed 50. is set up. As for the method of installing the on-board information terminal 2, any method may be used as long as it is prevented from being tilted or dropped during the work.

Further, in FIGS. 1 and 5, for example, the first mounting information terminal 2A is installed at the upper part of the operating panel, but the installation location is also considered to be easy to see and operate. It may be installed in.

Further, as shown in FIG. 1, the asphalt finisher AF according to the embodiment of the present invention is equipped with two mounting information terminals 2. However, the number of on-board information terminals 2 arranged in the asphalt finisher AF is not limited.

FIG. 6 is a block diagram showing an internal configuration of the speed automatic control device 80 of the asphalt finisher AF according to the embodiment of the present invention. The speed automatic control device 80 includes a communication control unit 81, a drive control unit 82, and a drive unit 83. As described above, the communication control unit 81 receives the drive control signal from the on-board information terminal 2.

The drive control unit 82 drives the drive unit 83 based on the speed adjustment drive signal of the asphalt finisher AF received from the on-board information terminal 2. The drive unit 83 is arranged so as to come into contact with the speed adjustment knob 90, and the speed adjustment knob 90 also rotates when the drive unit 83 rotates according to a signal from the drive control unit 82.

Here, in the asphalt finisher AF according to the embodiment of the present invention, as described above, the speed is adjusted by rotating the speed adjustment knob 90. Therefore, the speed adjustment knob 90 corresponds to an example of the "speed adjustment unit". However, the speed adjusting unit may be any mechanism as long as the speed can be adjusted, such as an accelerator (accelerator pedal) of a car.

FIG. 7 is a configuration diagram showing the appearance of the speed automatic control device 80 of the asphalt finisher AF according to the embodiment of the present invention. The speed adjustment knob 90 is provided on the operating panel OP provided in the driver's cab of the asphalt finisher AF. The drive unit 83 is pressed against the speed adjustment knob 90 by a spring so that the drive unit 83 comes into contact with the speed adjustment knob 90.

Since the speed automatic control device 80 adopts such a configuration, for example, when the speed adjustment knob 90 is rotated to the right, the drive unit 83 rotates to the left. On the other hand, when the speed adjustment knob 90 is rotated to the left, the drive unit 83 is rotated to the right.

In the asphalt finisher AF according to the embodiment of the present invention, the automatic speed control device 80 has such a configuration, but it is also possible to use an urging member other than the spring, for example.

Further, the rotational force of the drive unit 83 is transmitted to the speed adjustment knob 90 by pressing the drive unit 83 against the speed adjustment knob 90. For example, the shape of the drive unit 83 can be contacted while covering the speed adjustment knob 90. The shape may be changed to transmit the rotational force of the drive unit 83 to the speed adjustment knob 90.

Further, the speed automatic control device 80 is arranged at a position as shown in FIG. 7, but if the arrangement position is determined by the arrangement of the speed adjustment knob 90, such a position is obtained. It may be placed in any of the operating panel OPs regardless of the position.

Further, here, since the speed adjustment of the asphalt finisher AF is performed by using the speed adjustment knob 90, the configuration as described above is adopted. However, for example, when the speed adjustment of the asphalt finisher AF is performed by another method, the speed adjustment is performed by another method. The speed of the asphalt finisher AF can be automatically controlled by a configuration suitable for the method.

Further, in the embodiment of the present invention, for convenience of explanation, an example provided separately from the control unit 70 is shown, but the function of the automatic speed control device 80 can be assigned to the control unit 70. be.

Here, in the asphalt finisher AF according to the embodiment of the present invention, the speed control is performed by using the on-board information terminal 2. First, the operation on the on-board information terminal 2 will be described with reference to FIG.

As described above, the asphalt finisher AF moves at the optimum speed calculated in the server 1 and spreads the asphalt mixture. Therefore, the server 1 transmits the calculated optimum speed information to the on-board information terminal 2 via the information communication network N. In the on-board information terminal 2 that has received the information, the optimum speed is displayed on the first display unit 261 as a "calculation speed".

Then, the on-board information terminal 2 transmits information on the optimum speed from the speed control unit 29 to the speed automatic control device 80 of the asphalt finisher AF in order to move the asphalt finisher AF at this optimum speed.

That is, based on the information on the optimum speed calculated by the server 1, the on-board information terminal 2 determines how much the speed adjustment knob 90 should be rotated, and transmits the result to the speed automatic control device 80.

Specifically, the speed control unit 29 of the on-board information terminal 2 performs the following processing when setting the speed of the asphalt finisher AF. First, for example, when setting the optimum speed at the start of laying, calculate how many times the speed adjustment knob 90 is rotated based on the information of the optimum speed received from the server 1, and use this calculation result as the speed automatic control device. Send to 80.

For example, the speed adjustment knob 90 is engraved with a notch, and when the speed adjustment knob 90 is rotated once, it is 16 notches. Therefore, if the speed adjustment knob 90 is moved by one notch, the speed adjustment knob 90 will rotate by 22.5 degrees. Further, by rotating the speed adjustment knob 90 by one notch, the speed is increased or decreased by 0.1 m / min.

Here, the number of notches engraved on the speed adjustment knob 90 and how much the speed increases or decreases with each notch rotation differ depending on the asphalt finisher AF. Therefore, it can be set in the on-board information terminal 2 according to the installed asphalt finisher AF.

At the start of construction, the speed of the asphalt finisher AF has not yet been set. Therefore, the on-board information terminal 2 calculates how many notches the optimum speed corresponds to as the degree of change of the speed adjustment knob 90 based on the information of the optimum speed received from the server 1, and uses this as the rotation angle. After conversion, information regarding this rotation angle is transmitted to the speed automatic control device 80 of the asphalt finisher AF.

In the speed automatic control device 80 that has received the information, the drive control unit 82 drives the drive unit 83 to rotate the speed adjustment knob 90 by a required angle so that the speed becomes a designated speed. By performing such a process, the asphalt finisher AF moves at an optimum speed, and the asphalt mixture can be continuously spread without running out.

On the other hand, when changing the speed of the asphalt finisher AF, the speed control unit 29 of the on-board information terminal 2 calculates the difference between the speed before the change and the speed after the change. Then, the number of times the speed adjustment knob 90 is rotated according to the calculated difference is calculated and transmitted to the speed automatic control device 80.

Therefore, for example, when increasing the speed by 1 m / min, it is necessary to rotate the speed adjusting knob 90 described above by 10 notches, which is 225 degrees. Therefore, the speed control unit 29 calculates 1 m / min as the difference between the speed before the change and the speed after the change, and instructs the speed automatic control device 80 to rotate the speed adjustment knob 90 for 225 degrees by 225 degrees.

In the speed automatic control device 80, the drive control unit 82 issues a drive instruction to the drive unit 83 based on the information transmitted from the speed control unit 29, and the speed adjustment knob 90 is rotated by a degree to rotate the asphalt finisher. The AF speed is controlled.

By executing the processing as described above, the optimum speed calculated in the server 1 is reflected in the asphalt finisher AF. However, on the other hand, there are cases where the driver wants to control the speed as described above. In such a case, the speed of the asphalt finisher AF can be manually controlled by the process described below.

Specifically, when the driver controls the speed of the asphalt finisher AF at a speed different from the calculated speed displayed on the first display unit 261 of the on-board information terminal 2, the second display unit 262 The desired speed is set by using the input means provided on both sides of the above (four input buttons displayed as triangles in the case of the on-board information terminal 2 shown in FIG. 4).

In the mounting information terminal 2 shown in FIG. 4, four or two sets of input buttons are provided with the second display unit 262 interposed therebetween. The input button provided on the left side of the second display unit 262 is a button for inputting an "integer", and the input button on the right side of the second display unit 262 inputs a "decimal number". It is a button for. Operate these input buttons to enter the speed you want to set as the control speed.

When the speed is input, the driver presses the "manual control" button provided directly above the second display unit 262. As a result, the asphalt finisher AF can be moved at the set control speed.

On the other hand, if you want to move the asphalt finisher AF at the optimum speed displayed as the calculated speed after manual control, press the "automatic control" button provided on the right side of the "manual control" button. The asphalt finisher AF can be moved at the calculated speed.

The user interface constituting the input unit 25 is a button type here, but various other methods such as a dial type and a touch panel type can be adopted. Further, a device such as a stylus pen may be used.

On the other hand, the "initial speed" button provided on the left side of the manual control button is used, for example, in the following cases. That is, for example, the speed of the asphalt finisher AF is determined by manual control and leveling is performed. If the construction is completed in this state, the next time the construction is newly started, the operating panel of the asphalt finisher AF is used. The speedometer provided in the above displays the speed set in this manual control.

On the other hand, in the server 1, although the optimum speed is calculated, the speed actually set by the asphalt finisher AF cannot be grasped. It is also unclear which speed the speed adjustment knob 90 indicates. This is especially true when the notch of the speed adjustment knob 90 and the speed do not have a one-to-one correspondence. Therefore, in this case, there may be a difference between the speed (calculated speed (optimum speed)) known by the server 1 and the actual speed in the asphalt finisher AF.

Under such circumstances, if an attempt is made to adjust the speed of the asphalt finisher AF based on the calculated speed calculated by the server 1, an unexpected speed may be set. Therefore, it is necessary to synchronize the above two speeds.

The "initial speed" button provided on the on-board information terminal 2 is used in such a case. That is, for example, in the case of work during the daytime, the worker presses the "initial speed" button before the work starts in the morning of the day. As a result, the calculated speed calculated in the server 1 and the speed in the asphalt finisher AF are synchronized with each other.

As a specific processing method, for example, after setting the speed of the asphalt finisher AF to "0", the calculation speed of the server 1 becomes "0" by pressing the "initial speed" button. A method of resetting to is conceivable.

Alternatively, the "initial speed" button is pressed to match the speed displayed on the second display unit 262 of the on-board information terminal 2 with the speed displayed on the asphalt finisher AF. In this case, the numerical value of the control speed displayed on the display unit 262 is corrected to the speed of the asphalt finisher AF by using the input unit 25.

Then, the on-board information terminal 2 that has acquired the information transmits the information to the server 1 via the information communication network N. In the server 1, the asphalt finisher speed calculation unit 12 grasps the information regarding the speed of the asphalt finisher AF, and calculates the speed of the asphalt finisher AF based on the received information.

[motion]
Next, the flow of the process in which the server 1 calculates the optimum speed of the asphalt finisher AF will be described with reference to FIGS. 8 and 9. FIG. 8 is a diagram showing an example of various information when speed management of the asphalt finisher AF stored in the storage unit 14 of the server 1 according to the embodiment of the present invention. Further, FIG. 9 is a flowchart showing a flow of calculating the optimum speed of the asphalt finisher AF according to the embodiment of the present invention.

Various information stored in the storage unit 14 may be stored in any way, but in the embodiment of the present invention, it is stored in a table format as shown in FIG. 8, for example. In the table of FIG. 8, the vertical axis shows items related to a transport vehicle that transports the asphalt mixture. Here, twelve, that is, twelve items are provided, and information on the ninth (nine) transport vehicles is shown.

On the other hand, 13 items are provided on the horizontal axis from the item "no" in the leftmost column toward the right. Here, only the necessary items are extracted and shown in the following explanation. Therefore, not only the 13 items shown in FIG. 8 but also other items may be stored in the storage unit 14.

First, the "terminal number" is the number of the information terminal mounted on the transport vehicle. The information terminal is mounted on the transport vehicle and used to manage the operation of the transport vehicle. Further, this terminal number may be used to indicate the number of the transport vehicle. For example, on the screen of the mounting information terminal 2 shown in FIG. 4, the above "terminal number" is displayed as "vehicle No." on the mounting information terminal 2 in the information regarding the transport vehicle shown in the first display unit 261. ing.

The "departure time" is the time when the transport vehicle departs from the plant 4. Regarding this departure time, the driver of the transport vehicle may operate the information terminal by himself / herself to record the departure time, or the transport vehicle may have a radius of 300 m centered on the plant 4, for example, in advance. The information terminal may detect that the vehicle has left the set area and use that time as the departure time.

The "estimated time" indicates the prediction of the time required for the transport vehicle to transport the asphalt mixture from the plant 4 in which the asphalt mixture is produced to the construction site where the asphalt mixture is used. In the table shown in FIG. 8, it is predicted that the plant 4 can reach the construction site in "30 minutes".

It should be noted that this estimated time may be input to the server 1 in advance and registered, or may be set to be changed in real time by using traffic congestion information or the like between the plant 4 and the construction site. Is also good.

"Scheduled arrival" indicates the scheduled time for the transport vehicle to arrive at the construction site after leaving the plant 4. As described above, since the "estimated time" is set to "30 minutes" here, the time obtained by adding the predicted time of 30 minutes to the "departure time" is the "scheduled arrival" time. For example, looking at the transport vehicle with the terminal number "1001", the departure time is "8:02", so the scheduled arrival time is "8:32", which is the sum of the scheduled time and the scheduled time.

Here, when laying the asphalt, a transport vehicle is attached in front of the asphalt finisher AF, and the transport vehicle tilts the loading platform to unload the asphalt mixture toward the hopper of the asphalt finisher AF. Then, the asphalt finisher AF moves while in contact with the transport vehicle, so that the asphalt mixture received by the hopper 20 is sent to the rear of the vehicle and spread evenly.

Therefore, the "unloading time" is the time when the transport vehicle arrives at the construction site and starts unloading the loaded asphalt mixture to the asphalt finisher AF. In registering this "unloading time", the driver of the transport vehicle may register by pressing, for example, the "unloading button" provided on the information terminal mounted in the vehicle.

Alternatively, for example, a sensor is provided in an actuator or the like that tilts the loading platform of the transport vehicle, and after arriving at the construction site, it is detected that the loading platform is tilted to unload the asphalt mixture toward the hopper 20 of the asphalt finisher AF. The "unloading time" may be automatically registered.

The "progress distance" indicates the distance at which the asphalt finisher AF has completed the leveling of the asphalt mixture. This progress distance is calculated from information such as the width and thickness of the road to be leveled and the amount of asphalt mixture unloaded from one transport vehicle.

On the other hand, the "possible distance" is a distance indicating how far the asphalt mixture can be spread in the future, with the time when the spreading is completed as zero. Therefore, the distance that has been laid out so far is the "progress distance" from the time when the asphalt mixture transported by the new transport vehicle is used to start laying down, and the distance that can be laid out in the future. It is expressed as "possible distance".

Next, the "arrival (minutes)" is calculated based on the "unloading time" of the transport vehicle, which is a standard, for the time when the transport vehicle arrives at the construction site. For example, the transport vehicle having the terminal number "1004" is used as a reference. The time when the carrier vehicle with the terminal number "1004" starts unloading the asphalt mixture toward the asphalt finisher AF is "9:46".

The transport vehicle with the terminal number "1005", which is scheduled to arrive before the unloading time, has already arrived at the construction site. Therefore, "0:00" is displayed in the "arrival (minutes)" part. On the other hand, the scheduled arrival time of the transport vehicle having the terminal number "1006" is "9:56", and the difference from the unloading time is "10 minutes (0:10)". This time is the "arrival (minute)" of the transport vehicle with the terminal number "1006". That is, from this, it can be seen that the transport vehicle having the terminal number "1006" is scheduled to arrive at the construction site 10 minutes after the transport vehicle having the terminal number "1004" starts unloading.

"Fi speed" indicates the speed at which the asphalt finisher AF spreads the asphalt mixture. Specifically, it is a numerical value obtained by dividing the "possible distance" by the time of "arrival (minutes)", and the unit is "m / min". This "Fi speed" is calculated for each transport vehicle because it is the speed of the asphalt finisher AF when the asphalt mixture carried by each transport vehicle is used and leveled.

As described above, the "optimal speed" is the speed of the asphalt finisher AF, which is not affected by the operating conditions of multiple transport vehicles that carry the asphalt mixture, and the asphalt mixture is continuously spread without interruption. Shows the speed at which it is possible. The flow of calculating the optimum speed will be described separately with reference to FIG.

The "remaining distance" is the distance obtained by subtracting the distance at which the asphalt mixture has been laid out from the total distance at which the asphalt mixture is planned to be laid out. That is, it is a distance indicating how much more it needs to be spread. Specifically, it is calculated by subtracting the "progress distance" from the total distance that is planned to be spread out in advance.

"End of laying" indicates the time at which laying is completed with respect to the planned distance of laying when the speed of the asphalt finisher AF is set to "optimal speed". For example, when the asphalt finisher AF receives the asphalt mixture from the carrier vehicle with the terminal number "1004" and spreads it at the optimum speed "1.6 m / min", all the processes become "17:08". Indicates that it will end.

The final "laying level change distance" may be changed in width on the way, for example, on a road to be paved. In this case, by registering the increase / decrease in the width in advance, the distance that can be spread with the asphalt mixture for one transport vehicle can be changed.

For example, if the amount of the asphalt mixture is the same and all the conditions other than the width are the same, the wider the width, the smaller the spread distance. The item of "laying level change distance" displays the change in the leveling distance based on such a change in width. This point will be described later separately.

Next, the flow of calculating the optimum speed of the asphalt finisher AF will be described with reference to the flowchart shown in FIG. Further, in the description thereof, a case of calculating the optimum speed used by the transport vehicle having the terminal number “1004”, which is appropriately shown in the table of FIG. 8 described above, will be described as an example.

As described above, the on-board information terminal 2 is provided with an "initial speed" button. In calculating the optimum speed of the asphalt finisher AF described below, the "initial speed" button has already been pressed, the calculation speed (optimum speed) of the server 1 and the speedometer provided in the operating panel of the asphalt finisher AF. It is assumed that the actual speed of the asphalt finisher AF displayed in is synchronized with the actual speed.

First, the departure time of the transport vehicle is recorded (ST1). Specifically, it detects that the information terminal mounted on the transport vehicle has departed from the plant 4, and transmits information on the departure time to the server 1 via the information communication network N. The server 1 stores the information regarding the departure time received via the communication control unit 11 in the storage unit 14.

Further, the asphalt finisher speed calculation unit 12 calculates the estimated arrival time based on the time (estimated time) required for the pre-registered transport vehicle to transport the asphalt mixture from the plant 4 to the construction site (ST2). ). For example, in the calculation unit 121, the estimated time of 30 minutes is added to the time "8:57" when the transport vehicle having the terminal number "1004" departs from the plant 4, and "9:27" is calculated as the estimated arrival time. It is stored in the storage unit 14.

The recording of the departure time of the transport vehicle and the calculation of the scheduled arrival time are executed every time the transport vehicle departs from the plant 4. Therefore, for each transport vehicle departing from the plant 4 after the transport vehicle having the terminal number "1004" given in the example, each transport vehicle is executed every time the transport vehicle departs from the plant 4, and is shown in the table of FIG. As described above, for example, the departure time and the estimated arrival time are recorded and calculated up to the transport vehicle having the terminal number "1009".

Next, the server 1 has arrived at the construction site and transported the asphalt finisher AF to the transport vehicle whose estimated arrival time has been calculated (here, the transport vehicle having the terminal number "1004"). Determine if you have started unloading the asphalt mixture. Specifically, it is confirmed whether or not the unloading button provided on the information terminal mounted on the transport vehicle is pressed at the start of the unloading work of the asphalt mixture by the transport vehicle (ST3).

If the unloading button is not pressed (NO in ST3), the server 1 stands by as it is. This is the asphalt mixture still carried by the carrier, regardless of whether the carrier has not arrived at the construction site or has arrived at the construction site but cannot be unloaded and is on standby. This is because it indicates that the leveling by the used asphalt finisher AF has not started.

On the other hand, for example, when the unloading button is pressed by the driver of the transport vehicle (YES in ST3), the server 1 receives the signal, and the calculation unit 121 of the asphalt finisher speed calculation unit 12 receives the signal of the transport vehicle. The difference between the unloading time and the time when each subsequent transport vehicle arrives at the construction site is calculated, and the arrival time at the construction site of each transport vehicle is calculated (ST4).

Here, the transport vehicle having the terminal number "1004" is pressing the unloading button, and the time is "9:46". Therefore, the "arrival (minutes)" of the transport vehicle departing from the plant 4 to the construction site after the transport vehicle in which the unloading time is registered is calculated. Specifically, the "arrival (minutes)" of the five transport vehicles having the terminal numbers "1005" to "1009" will be calculated.

That is, for example, in the case of a transport vehicle having the terminal number "1007", the estimated arrival time at the construction site is "10:15". Therefore, the calculation unit 121 calculates the difference from the time when the transport vehicle having the terminal number "1004" presses the unloading button. Here, "0:29", which is the difference between "10:15" and "9:46", is the terminal number "1007" when the unloading time of the transport vehicle of the terminal number "1004" is used as a reference. It is the arrival time of the transport vehicle at the construction site.

In other words, the transport vehicle with terminal number "1007" arrives at the construction site 29 minutes after the transport vehicle with terminal number "1004" starts unloading, and from this time at the earliest, the asphalt finisher AF You will be able to start unloading.

The transport vehicle having the terminal number "1005" has already arrived at the construction site when the transport vehicle having the terminal number "1004" presses the unloading button. Therefore, the "arrival (minutes)" of the transport vehicle having the terminal number "1005" is "0:00".

Further, the calculation unit 121 also calculates a possible distance that can be spread by using the asphalt mixture carried by each of the following vehicles having terminal numbers "1005" to "1009" (ST5).

That is, except for the asphalt mixture carried by the carrier vehicle having the terminal number "1004" currently being unloaded, the asphalt mixture carried by the five transport vehicles having the terminal numbers "1005" to "1009" respectively. The possible distances that can be spread using are cumulatively calculated.

Here, in the case of the amount of asphalt mixture carried by one transport vehicle, 19.0 m can be spread evenly per vehicle, so the total number of transport vehicles for the five terminals with terminal numbers "1005" to "1009" The total is "95.0m". Therefore, "95.0" is shown in the "possible distance" column of the transport vehicle having the terminal number "1009".

Further, the calculation unit 121 is spread by the asphalt finisher AF using the total asphalt mixture carried by each of the following vehicles, that is, the five transport vehicles having the terminal numbers "1006" to "1009". The speed at the time (Fi speed) is calculated (ST6).

For example, in the case of a transport vehicle having the terminal number "1007", if the total asphalt mixture until the transport vehicle is carried to the construction site is used, the total distance that can be spread is "57.0 m". On the other hand, the terminal number "1007" is scheduled to arrive at the construction site 29 minutes after the transport vehicle having the terminal number "1004" starts unloading. Therefore, if this "57.0 m" is divided by "29 minutes", the Fi speed when the asphalt finisher AF spreads using the total asphalt mixture until the carrier vehicle with the terminal number "1007" arrives. Is "2.0 m / min".

It should be noted that how finely the Fi speed is calculated can be arbitrarily set, but in the embodiment of the present invention, the calculated Fi speed is rounded to the first decimal place and shown to the first decimal place. There is. This is because the adjustable speed setting of the asphalt finisher AF is said to be up to the first decimal place.

However, the value of the Fi speed for each transport vehicle varies. For example, the difference between the Fi speed of the terminal number “1006” and the Fi speed of the terminal number “1007” is as much as “1.8 m / min”. If the Fi speeds of each transport vehicle are significantly different in this way, it may be difficult to ensure the construction quality.

That is, when a delay is expected from the beginning, the Fi speed is not changed for each transport vehicle to deal with it, but the Fi speed is adjusted including the asphalt mixture carried by the transport vehicle scheduled to arrive in the future. By leveling (leveling), it is possible to prevent various adverse effects such as the inability to spread evenly due to the change in the speed of the asphalt finisher AF.

Therefore, the asphalt finisher speed calculation unit 12 of the server 1 compares the Fi speeds in the comparison selection unit 122 based on the Fi speeds of each transport vehicle calculated by the calculation unit 121, and sets the minimum value as the optimum speed. Select as (ST7). Here, the comparison selection unit 122 selects the minimum value "1.6 m / min" from the Fi speeds calculated for each of the transport vehicles of the terminal numbers "1005" to "1009" as the optimum speed. To.

Then, this value becomes the optimum speed adopted when the asphalt finisher AF performs leveling using the asphalt mixture carried by the transport vehicle of the terminal number "1004". Further, this optimum speed is shown in the column of "optimum speed" of the transport vehicle having the terminal number "1004" in the table shown in FIG.

After the optimum speed is calculated in this way, the asphalt finisher speed calculation unit 12 transmits the calculation result to the on-board information terminal 2 at any time via the communication control unit 11 (ST8). Then, the information regarding the optimum speed is displayed in the column of "calculation speed" in the first display unit 261 of the mounting information terminal 2 shown in FIG.

In the on-board information terminal 2 that has received the information on the optimum speed (calculated speed), the speed control unit 29 performs the above-mentioned processing in order to automatically control the speed according to the optimum speed, and the speed automatic control device. Information is transmitted to 80. In the speed automatic control device 80, the drive control unit 82 rotates the drive unit 83 based on the received information (here, for example, the rotation angle of the speed adjustment knob 90), and the speed adjustment knob 90 in contact with the drive unit 83 is used. Rotate.

The server 1 confirms whether or not a signal indicating the start of unloading of the asphalt mixture transported at the construction site to the asphalt finisher AF has been received from the subsequent transport vehicle (ST9), and the unloading button is pressed. When it is confirmed that this has been done (YES in ST9), the update process of the optimum process is started (ST10), and the process returns to step ST4 to calculate the optimum speed again.

On the other hand, if it is not confirmed that the unloading button has been pressed (NO in ST9), it is sufficient for the asphalt finisher speed calculation unit 12 to spread the asphalt mixture at the optimum speed calculated at the end. Since it is not necessary to calculate the optimum speed any more, the calculation process of the optimum speed is terminated.

By using the asphalt finisher speed control system and the asphalt finisher speed automatic control device as described above, the asphalt finisher is based on the time when the asphalt mixture carrier vehicle at the construction site starts unloading to the asphalt finisher. By calculating the rate at which the asphalt mixture is spread, the asphalt mixture can be supplied to the asphalt finisher without interruption, and the asphalt finisher can be continuously paved without stopping.

FIG. 10 is a diagram showing a modified example of various information when speed management of the asphalt finisher stored in the storage unit 14 of the server 1 according to the embodiment of the present invention. The table shown in FIG. 10 is different from the table shown in FIG. 8 in that the distance is described in the item of “distance for changing the spread level”.

Specifically, "15.6" is described in the "laying change distance" column of the transport vehicle of the terminal numbers "1006" and "1007". This number indicates a change value of the possible distance in the laying process using the asphalt mixture carried by the transport vehicles of the terminal numbers "1006" and "1007".

That is, as described above, even if the same amount of asphalt mixture is used for leveling, the distance that can be spread varies depending on the conditions. Here, the amount of the asphalt mixture carried by the transport vehicles having the terminal numbers "1006" and "1007" is the same as the amount of the asphalt mixture carried by the transport vehicles having other terminal numbers. However, if there is a reason such as an increase in width, the distance that can be spread even under the same other conditions becomes shorter.

Here, as can be seen from the "progress distance" and "possible distance", the amount of the asphalt mixture carried by one transport vehicle can be spread over "19 m". However, the place in charge of the transport vehicle with the terminal numbers "1006" and "1007" is "15.6m", where it can be spread out by "19m" because of the widening of the width, for example. Only can be spread.

Here, since the Fi speed of the asphalt finisher AF is obtained by dividing the "possible distance" by the "reaching (minutes)", the calculation unit 121 calculates the Fi speed using the information of the changed possible distance. .. The point that the comparison selection unit 122 compares the Fi speeds calculated by the calculation unit 121 and selects the minimum value is as described above.

In the table shown in FIG. 10, since there are changes in conditions such as a wider width at the place where the asphalt mixture carried by the transport vehicle of the terminal numbers "1006" and "1007" is used, the terminal numbers "1006" and "1007" are changed. The values of "progress distance" and "possible distance" for the transport vehicle of "1007" are different from the table shown in FIG.

Therefore, although there is no change in the "arrival (minutes)" time of the transport vehicles of the terminal numbers "1006" and "1007", the Fi speed calculated from the difference in the "possible distance" is also different. The value of the optimum speed selected by the comparison selection unit 122 is also different from the value shown in FIG.

That is, if the width changes during the laying, the width of the laying will change, so if there is no change in the amount of asphalt mixture carried by the transport vehicle, the laying distance will change. do. Therefore, when there is a change in the width, the value of the possible distance is calculated again from the amount of the asphalt mixture mounted on one transport vehicle and the width of the spread.

In this process, for example, the screen is changed to the setting screen by tapping the "setting screen" button displayed on the right side of the second stage of the first display unit 261 of the on-board information terminal 2. Then, the width to be changed is input and the distance that can be spread again is calculated. This calculation process is executed on the server 1.

Then, the calculated new "possible distance" information is reflected in the table shown in FIG. The table after this reflection is the table shown in FIG. The calculation unit 121 of the asphalt finisher AF speed calculation unit 12 of the server 1 updates the optimum speed using a new possible distance value. That is, the optimum speed is updated even when the spreading conditions such as the width are changed.

In some cases, it may be possible to grasp the places where the conditions for laying out are changed before the construction starts. Therefore, in such a case, for example, it is possible to grasp the place where the condition is changed from the beginning and store it in the storage unit 14 of the server 1 to that effect.

By storing the change of the condition in the storage unit 14 in advance, the asphalt finisher speed calculation unit 12 can calculate the "progress distance" and the "possible distance" under the changed condition.

As described above, even if the conditions for laying out are partially changed, the optimum speed that reflects the changed state can be calculated by appropriately inputting the changed points to the server 1. Therefore, the speed at which the asphalt finisher spreads the asphalt mixture should be calculated based on the time when the asphalt mixture carrier at the construction site started unloading to the asphalt finisher, taking into account the changed conditions. This makes it possible to supply the asphalt mixture to the asphalt finisher without interruption and to pave the asphalt finisher continuously without stopping.

In the explanation so far, it has been assumed that there is only one asphalt finisher AF. On the other hand, as shown in FIG. 1, it is conceivable that a plurality of asphalt finisher AFs will operate at the construction site. In this case, as described above, the optimum speed is set for each asphalt finisher AF via the on-board information terminal 2, and the spreading is performed with this optimum speed.

However, for example, when a plurality of asphalt finisher AFs are in operation, the asphalt mixture carried by the transport vehicle from the plant 4 is distributed to each asphalt finisher AF and unloaded. At the time of this distribution, as described above, the unloading button is pressed on the transport vehicle each time, and the optimum speed is updated each time.

Under such circumstances, the optimum speed will differ for each asphalt finisher AF, and in situations where another asphalt finisher AF is laid out from behind the preceding asphalt finisher AF, the rear asphalt finisher will be leveled. It is conceivable that the optimum speed in AF is calculated to be faster than the optimum speed of the preceding asphalt finisher AF. In that case, there is a possibility that the rear asphalt finisher AF catches up with or comes into contact with the preceding asphalt finisher AF.

Therefore, in such a case, in the rear asphalt finisher AF, it is possible to perform manual control by the driver instead of performing leveling by automatic control at the optimum speed. In this case, the "calculation speed" displayed on the first display unit 261 of the information terminal 2 for mounting the rear asphalt finisher AF is positioned as a reference speed to the last, and the driver manually controls with reference to this speed. conduct.

1 ... Server 2 ... Information terminal for mounting 3 ... Portable information terminal 4 ... Plant 5 ... Field office 11 ... Communication control unit 12 ... Asphalt finisher speed calculation unit 121・ ・ ・ Calculation unit 122 ・ ・ ・ Comparison selection unit 13 ・ ・ ・ Transportation vehicle operation management unit 14 ・ ・ ・ Storage unit 21 ・ ・ ・ CPU
22 ... ROM
23 ... RAM
24 ... Input / output interface 25 ... Input unit 26 ... Display unit 27 ... Communication control unit 28 ... Storage unit 29 ... Speed control unit

Claims (6)

A server that calculates the speed at which the asphalt finisher spreads the asphalt mixture, and
An information terminal that displays the speed of the asphalt finisher calculated by the server is provided.
The server calculates the speed of the asphalt finisher for each transport vehicle following the transport vehicle based on the time when the transport vehicle that transports the asphalt mixture unloads the asphalt mixture to the asphalt finisher at the construction site. A speed management system for an asphalt finisher, characterized in that the minimum value is selected as the optimum speed from a plurality of the speeds calculated for each succeeding transport vehicle . The server
Taking the opportunity to acquire the unloading time of the transport vehicle, the arrival time of the subsequent transport vehicle to the construction site and the spreadable distance of the asphalt mixture at the construction site are calculated, and the arrival time is set to the spread. A calculation unit that calculates the speed of the asphalt finisher when laying out using the asphalt mixture received from the subsequent transport vehicle by dividing by the leveling distance, and
A comparison selection unit that compares a plurality of the speeds calculated by the calculation unit, selects the minimum value as the optimum speed, and uses the speed at which the asphalt finisher spreads the asphalt mixture.
The speed management system for an asphalt finisher according to claim 1, wherein the asphalt finisher is provided with. The speed of the asphalt finisher for each carrier following the carrier based on the time when the carrier unloads the asphalt mixture to the asphalt finisher at the construction site transmitted from the server that calculates the speed of the asphalt finisher. And adjust the speed of the asphalt finisher to move the asphalt finisher based on the information on the optimum speed which is the minimum value selected from the plurality of speeds calculated for each succeeding carrier vehicle. Drive control unit to perform and
A drive unit that rotates the speed adjustment knob in contact with the speed adjustment knob, which is a speed adjustment unit that adjusts the speed of the asphalt finisher.
An asphalt finisher speed automatic control device characterized by being equipped with. The drive control unit adjusts the speed with respect to the drive unit based on the degree of change of the speed adjustment unit calculated based on the optimum speed in the information terminal mounted on the asphalt finisher and displaying the optimum speed. The speed automatic control device for an asphalt finisher according to claim 3, wherein a drive instruction is given to a unit. The asphalt finisher according to claim 4, wherein the information terminal synchronizes the displayed optimum speed with the speed of the asphalt finisher when a new construction is started after the previous construction is completed. Speed automatic control device. The speed of the asphalt finisher according to claim 4, wherein the information terminal synchronizes with the optimum speed and the speed of the asphalt finisher by resetting the displayed optimum speed and the speed of the asphalt finisher. Automatic control device.

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